Rotary engine.



PATBNTBD SEPT. 4

E. J. WEEKS.

ROTARY ENGINEL ABPLIOATION FILED FEB. 2. 1906.

2 SHEETS-SHEET 1.

UNITED STATES PATENT OEFIGE.

EDlVARD J. lVEEKS, OF NEW YORK, N. Y., ASSIGNOR OF FORTY ONE- HUN DREDTHS TO J. VEIT, OF NEl/V YORK, N. Y.

ROTARY ENGINE.

Specification of Letters Patent.

Patented Sept. 4,1 906.

Application filed February 2,1906. Serial No. 299,222.

To all who/1t it 7)2/(b]/ concern:

Be it known that I, EDWARD J. WEEKS, a citizen of the United States, residing at New York, in the county of New York and State of New York, have invented certain new and useful Improvements in Rotary Engines, of which the following is a specification.

The primary intent of this invention is the economical use of steam, compressed air, or other expansible fluid medium in motors of the rotary type, thereby preventing the waste attendant upon the use of said medium at high pressure.

This engine is constructed for utilization of the fluid medium expansively by cutting off the same at a predetermined point in the travel of the piston and continuing to drive the piston by the expansive force of the medium in the manner well understood.

The invention provides for reversing the engine without necessitating the employment of an extra piston or pistons, as generally required in reversible rotary engines, one piston being inactive while the other is running.

The engine consists of a hub, a cylinder, pistons arranged to travel in the annular space formed between the hub and cylinder, means for connecting the pistons to the hub and cylinder in alternation, means for supplying the expansible-fluid medium during a portion of the stroke of the working piston, and means for exhausting the motive medium after it has expended its force in driving the engine.

The invention also contemplates means for reversing the engine whether the motive agent be compressible fluid or liquid under pressure and it consists of the features set forth hereinafter and embodied in the appended claims.

In the drawings hereto attached and form ing a part of the specification, Figure 1 is a front view of an engine embodying the invention. Fig. 2 is a central longitudinal section thereof on the line 2 2 of Fig. 3, the shaft be ing in full lines and having a portion at one end broken away. Fig. 3 is a section on the line 3 3 of Fig. 2 looking in the direction of the arrows. Fig. 4 is a view similar to Fig. 3 of a modification showing means for re versing the engine. Fig. 5 is a detail view of a portion of the modification shown in Fig. 4,

illustrating the parts on a larger scale. Fig. 6 is a sectional detail of one of the pistons shown in Fig. 4 on a larger scale to show more clearly the actuating-spring and the tappets cooperating therewith. Fig. 7 is a detail view on the line X X of Fig. 8, showing a modified form of reversing mechanism consisting of a plston and piston-valve. Fig. 8 IS a section on the line Y Y of Fig. 7. Fig. 9

in all the views of the drawings by the same reference characters.

In the style of engine illustrated the motive power is taken from the shaft 1 to the engine or part to be operated either by means of a drive-belt applied to the band-pulley 2 or by means of gearing intermeshing with the gear-wheel 3 or in any manner common for transmitting power from one mechanism to another. The band-pulley 2 and gear-wheel 3 are keyed or otherwise secured to the shaft 1 of the engine, so as to rotate therewith. The cylinder or casing 4 is composed of inner and outer walls 5 and 6, spaced apart and connected by partitions 7, which subdivide the space between the two walls into compartments which are connected with, respectively, the source of supply for the motive medium and the exhaust for said medium after it has expended its force in driving the engine. The spaces or compartments 8 receive the motive agent and are connected with the inlet 9. The spaces or compartments 10 have connection with the outlet or exhaust 11. The ports 12, formed in the inner wall, establish communication between the space 13 and the steam-spaces 8. Valves 15 control the ports 12 and are normally held closed by any means, as the springs 16. Trips 17 are provided for unseating the valve 15 and project slightly beyond the wall 5 into the space 13, so as to be engaged by the pistons at the proper time. Opposite edges of the trips 17 are beveled to prevent the formation of shoulders for the pistons to engage with and prevent their forward movement. The trips 17 have a steamconcentric with the cylinder or casing 4. Ball-bearings 20 are interposed between the ends of the hub 19 and the heads 21 of the p cylinder, so as to reduce the friction to the smallest amount possible. The pistons 22 and 23 are arranged to travel in the space 13, said pistons being arranged to travel by a step-by-step movement, clutch devices alternately connecting the pistons with, respecstruction as to become automatically d1sen tively, the hub and cylinder, whereby as one piston is driven forward the cooperating piston next following constitutes an abutment for the motive medium, and vice versa. The pistons 22 and 23 are connected, respectively, to rings 24 and 25, which are spaced apart and have the pistons projected therefrom into the space, the pistons of one ring alternating with the pistons of the other ring. Where one set of piston-rings only is embodied in the construction of. an engine, it is essential that the momentum of the flywheel and other part be utilized to carry the relatively stationary or following piston forward after the driving-piston has reached the predetermined point in its stroke. Where two or more sets of piston-rings and pistons are employed, as indicated most clearly in Fig. 2, this difficulty is obviated, as the pistons are arranged to operate in successive order. To minimize the friction between the moving surfaces, ball-bearings 26 are interposed between subjacent pistonrings and the piston-rings and the heads of the cylinder in juxtaposition.

The clutch devices between the pistons and the hub and cylinder may be of any construction to admit of attaining the objects of the invention. The location of the clutch devices is not important, as it is obvious that the clutch devices may be applied either to the pistons or to the piston-rings. As shown, the clutches 27 are applied to the pistons and are mounted in openings thereof and are constructed and arranged so as to engage in alternation with, respectively, the hub and cylinder, each of said parts being provided with notches 28 for the ends of the sliding clutch elements to enter.

The style of engine shown in Figs. 2 and 3 is not reversible, but is adapted to use the steam or other compressible fluid medium expansively. The steam or motive agent passes into the space 13 from the space 8 through the ports 12 when the valves 15 are unseated and drives one of the pistons, as 23, of Fig. 3, forward, thereby imparting rotary movement to the hub 19 and shaft 1. The other pistons 22 are stationary at this time, being clutched to the cylinder and serving as abutments. The valves 15 are opened by contact of the pistons 23 with the trip 17, and after said pistons have cleared the trips 17 the valves automatically close, thereby shutting off the steam or motive medium, which, expanding, drives the pistons 23 forward in the manner well understood in steam-engineering. Vhen the pistons 23 approach the istons 22 and drive the same forward, the pistons 23 take the place of the pistons 22 and become stationary. This operation is repeated in the alternation, the pistons 23 being driven while the pistons 22 are stationary and the pistons 22 driven while the pistons 23 are stationary. The clutches 27 are of such congaged from one part and engaged with the other part by the impact of the driving-pistons against the stationary piston. The ports 12 and 14 are spaced apart a distance to admit of the pistons occupying a space therebetween when stationary, as indicated most clearly in Figs. 3, 4, and 5. The diagonally opposite edges of the clutches 27 are beveled and the corresponding walls of the notches 28 are correspondingly beveled to provide inclined or cam surfaces for the engaging portions to ride upon, whereby when the stationary pistons are driven forward by the impact of the driving-pistons thereagainst the clutches ride out of engagement with the notches of the cylinder and engage with the notches of the hub and the clutches of the driving-pistons correspondingly change position.

Figs. 4, 5, and 6 show a construction admitting of reversing the engine, it being necessary in this style of engine to provide for admitting the steam or motive agent into either of the spaces 8 or 10, according as the engine is to be driven to the right or to the left. When the motive agent is admitted into the spaces 8, the spaces 10 constitute the exhaust, and when the motive agent is admitted into the spaces 10 the spaces8 provide for receiving the exhaust. It will thus be seen that the ports 12 and 14 may constitute either inlets or exhausts, according to the direction of driving the engine. The spaces 10 are provided with valve and trip mechanisms, the duplicate of the parts 15 and 17, and they operate in substantially the manner herein described. It may be remarked that the valves controlling the exhaust-ports are unseated to admit of the escape of the exhaust or spent motive medium by slight compres sion thereof, as will be readilycomprehended. The clutch elements 27 have their ends square or otherwiseformed, so as to make positive engagement with the hub and cylinder no mat ter in which direction the engine is driven. This construction of the clutch cannot be operated by impact of the pistons and requires an intermediate actuating mechanism.

As shown in Figs. 4, 5, and 6, a bowed spring 29 passes transversely through an open- IOC ITO

ing of each clutch element and is fitted into an opening 30 of the piston of a size to admit of vibration of the spring. The spring 29 is arranged with reference to the clutch element to normally project the end thereof facing the hollow or concave side, whereby compression of the spring will increase the curvature and positively move the clutch elements in the opposite direction or toward the curvature. As illustrated, the springs 29 under normal conditions move the clutch elements 27 outward into engagement with the cylinder or casing, and when the springs are compressed by endwise pressure the clutch elements are moved out of engagement with the cylinder and into engagement with the hub. Tappet pieces 31 are loosely fitted into enlargements 32 of the opening 30 and consist of a head and stem, the latter projecting through the opening of a plate 33, threaded or otherwise fitted to the outer end of the opening 32. The tappets 31 project slightly beyond the faces of the pistons to be engaged thereby when the pistons come together, so as to e'l'lect a shifting of the clutch elements. The grooves or seats 28, provided in the hub and cylinder to receive the ends oi the clutch element, have their walls straight.

In the operation of the engine the steam or motive menium is used expansively, and one of pistons is stationary while the other is driven, and vice versa. WVhen the driven or moving pistons impact against the stationary or abutment pistons, the bowed springs 29 have their curvature increased, thereby shifting the clutch elements in the manner stated. To prevent binding of the clutch elements, the seats 28 must be of a Width to admit of a limited movement of the pistons, whereby the clutch elements are released and are enabled to act instantly under the in fluence of the springs, this being essential to the ettieiency and operativeness of the engine.

In the construction shown in Figs. 7, 8, 9, and 10 the clutch elements 27 are shifted by the force derived from the motive medium, a motor-engine 34 and a reversing-valve 35 being employed. A lever 36, pivoted at one end, passes through an opening in the stem 37 ot' the piston 34 and engages with the clutch element 27 at its opposite end. The motor-piston 34 is arranged to operate in a cylinder formed in the piston, passages or ducts 38 and 39 connecting with opposite ends of the cylinder and in communication with, respeetively,'the source of supply of the motive medium and the exhaust. The reversing valve 35 is provided with two sets of passages 40 and 41 and is adapted to be moved longitudinally, so as to bring the straight passages 40 in connection with the ducts 38 and 39 or the cross-passages 41 in register therewith. In one position of the valve 35 the steam or motive medium is admitted upon one side of the piston 34 and exhausted from the opposite side, and in the other position of the valve the motive medium is admitted to the opposite side of the piston and exhausted from the other end of the motive-piston cylinder, so as to reverse the motor-piston and the clutch elements. Normally the valve 35 projects beyond the face of the piston and is held ex tended by any means, and, as shown, a passage 42 connects the inner end of the space in which the valve 35 is seated with the inlet-passage 38. When the pistons come together, the valve 35 is moved inward and the steam or motive agent admitted, so as to move the motor-piston 34 in the opposite direction, thereby reversing the clutch element.

Having thus described the invention, what is claimed as new is- 1. In a rotary engine, the combination of a hub, a cylinder concentric therewith, one of the parts being hollow to form a space subdivided into inlet and exhaust compartments, each having communication with the space formed between the hub and cylinder, pistons arranged to operate in the space formed be tween said hub and cylinder, clutch elements for connecting the pistons in alternation to, respectively, the hub and cylinder, and a valve controlling the port between the inletcompartment and the space in which the pistons operate and adapted to be actuated by direct contact of the pistons therewith, substantially as described.

2. In a rotary engine, the combination of a hub, a cylinder concentric therewith, pistons arranged to operate in the space formed between the hub and cylinder, clutch elements for alternately connecting the pistons with the hub and cylinder, whereby one piston constitutesan abutment and the other the driver and vice versa, a valve mechanism adapted to be operated by direct contact of the moving piston therewith to supply the motive medium during a portion of the stroke of said piston, the latter being driven the remainder of its stroke by expansive action of the motive medium, and means for exhausting the motive medium after it has expended its force.

3. In a rotary engine, the combination of a hub, a cylinder concentric therewith, pistons arranged to operate in the space formed between the hub and cylinder, clutch elements for alternately connecting the pistons with the hub and cylinder, whereby one piston. constitutes an abutment and the other the driver and vice versa, a valve for controlling the inlet-port, a trip extended into the path of the piston to be engaged thereby for uncovering the inlet-port to admit the motive agent to the piston during a portion of its stroke, and means for exhausting the motive medium after it has expended its force.

4. In a rotary engine, the combination of a hub, a hollow cylinder concentric therewith and having the space between its walls subdivided into inlet and eXhaust compartments in communication with the space formed between the hub and cylinder, pistons arranged to operate in the space formed between the hub and cylinder, clutch elements for connecting the pistons in alternation to, respectively, the hub and cylinder, and a selfclosing valve controlling the port between the inlet-compartment and the space in which the pistons operate and opened by direct contact of the pistons therewith, substantially as set forth.

5. In combination with a rotary engine, a concentric hub and cylinder, inlet and eX- haust ports, pistons arranged to operate in the space formed between the hub and cylinder, clutch elements applied to the pistons for alternately connecting them to the hub and cylinder, bow springs having engagement with the respective clutch elements, and means for compressing the bow-springs longitudinally to increase their curvature to efiect a shifting of the clutch elements, substantially as specified.

In testimony whereof I afliX my signatur in presence of two witnesses.

EDWARD J. WEEKS. [L. s.] 

